Automatic train control



2 sheets-sheet 1 Aug. 25, 1931. P. .LSIMMEN AUTOMATIC 'TRAIN CONTROLFiled July 17, 1928 Aug. 25, l1931.

P. J. slMMEN AUTOMATIC TRAIN CONTROL' Filed' July 17, 192e y 2sheets-sheet 2 MMQQM Patented ugf.l 25, `1931 rnUL J.. .siniestros nenn,New sont:Vv

AUTOMATIC TRAE@ CONTROL application elec Juiy 17,'

invention relates to a system ofraily 2, 'mllincll and particularly to asystem 'which hot-h track circuit control and cenconrol is en'iployedand more especially uch systems in which 4the progress of raveheretofore proposed a system of ,in @nti-ol wherein means are providederehy an operator can instantly change the als on a section ci' trackfor one direction 'afn iioven'ient to the opposite direction no traininthe section, the section nivided into a number of blocks so as l tatefollowing train movements.

s invention the signals on any nurnsections ot track, which aresubdiinto several hlocksniay he change-l from a central point such as adispatchers folli-ue., interlocking toWeror Way station by' en operator,1i there is no train in the` sec`A tion.

lhat is en operator having; control rality or" sections of ,trackmay seti naal protection so as to provide for :i n east hound movement oftrains but if there no train in the' section, he may instantlycluinrgc'the sivnal protection for the section' se este provide JforWest bound movement (x15 trail/1S.

lr order that the operator may intelligentf in n'iovements With theleast deai'e provided to automatically inor record the movement oftrains at ce so that he has knowledgejof the lo- 1' and ,progress of alltrains under his un iction.

l irher object of .the invention 1s to pre-4 vent the operator fromsettingnp proceed i `als over a section or track for both an :bewind anda yWest bound movement at the .e'time and to prevent him changing` fromone dire en to the opposite aslong;` as there is a train in the section.

'lther objects and advantageswill appear as the `description oftheparticular physical emhodii ent of the invention and desirablemodifications thereof selected to illustrate the invention progressesand the novel features l he pointed out in the appended claims. n(lest-filling; the invention in detail, retN ieee. sensi no. seas/ir y@renee is had tothe accompanying drawings Wlierein l have illustrated apreferred physical embodiment of'niy invention and a desirablemodification thereof and wherein like charactersof reference designatecorrespond- 5 Ving parts throughout the several views, and

tig. i shows a single irack consistingl ofvr rails. l' and 2. Rail l iselectrically continu-y ous. ail 2 is divided into sectionslo'y means ofinsulatingI joints," as 3, thus' dividing the track into'b'locksections,as A, B, C, D,- E,F and G. In clocks B and F are shown sidings,as 4, Where'trains may meet and pass each other. Since they apparatusand circuits for each single track sectionhetvveen passing' sid'- ngsare denticak'cnly one complete single track section has been shown inFig. l, but

` the dispatchers control and the reco'rdinffof train movements has beenshovvn for tree single track sections, thus, a switch, as 5, in thedispatchers office, interlocking tower or way station controls thesignals 'fora section West of block ll. A switch as 6 controls thesignals ofv the section between blocks Band F; and a switch as 7controls the signals cfa section east 'of block l?. At rthe clearancepoint of the sidings insulating joints, as 3, electrically separate thestraight portions of" the siding from the main track in a manner and fora purpose 'Wcll'kno'w'n to those skilled in the art.

Each block is provided'with a track circuit,- a track battery as 8 beinglocated at one end of each-block and track relays as a, b, c, d, e,

Y f, and g near the other end of the block, conand g control threearmatures as 9, 10 and 11. When there is no train in the block, thetrack relay for the block is energized and its armai ures throughtheirrespective front contacts, control certain signals, and when there is atrain in the block, its track relay is de-energized and its armatureswill close certain back contacts for the purpose of locking switches 5,6 and 7, and making a record of train movements, as will be described inmore detail hereinafter.

Adjacent to the track are located groups of train control rails as A12and A13, B12 and B13, C12 and C13, D12 and D13, E12 and E13, F12 and F13and G12 and G13. Train control rails 12 and 13 are on the right handside of the center line of the track, looking east, and control eastbound movements into a block, and a similar group of train control railson the opposite side oi' the track that is on the right hand side of thecenter line of the track, looking west, control west bound trainmovements into a block. These west bound train control rails have beendesignated as A14 and A15, B14 and B15, C14 and C15, D14 and D15, E14and E15, F14 and F15, and G14 and G15. In each group of train controlrails one is the home train control rail and located near the entranceto a new block and the other is al distant train control rail andlocated apliroximately the braking` distance from the entrance ott a newblock, Thus train control rail 13 is the home train control rail for aneast bound train movement and train control rail 14 is the home traincontrol rail for a west bound movement and train control rail 12 is thedistant train control rail for an east bound movement and train controlrail 15 is the distant train con trol rail for awest bound trainmovement.

Then east bound train control rails are positively energized, a. clearsignal is displayed on an east bound locomotive and when train controlrails Aare negatively energized or deenergized a danger signal isdisplayed on an east bound locomotive. When the west bound train controlrails are negatively energized a. clear signal is displayed on a westbound locomotive but when these tra-in control rails are positivelyenergized, or cle-energized, a danger signal is displayed on alocomotive. The train control rails are positively energized from abattery as 16, preferably located in the dispatchers oflice, by acertain position of manually operable switches 5, 6 and 7, and they arenegatively energized from a battery as 17 by certain other positions ofthe manually operable switches, 5, 6 and 7, but it' switches 5, 6 and 7are in a position to display a clear signal for either an east bound ora west bound movement, the train control rails will not be energizedwith the selected energy if the block ahead is occupied since thecircuit from the dispatchers office is broken through the correspondingtrack relay of the occupied block.

I will now describe how a certain group ol train control rails may beenergized positively, or negatively or cle-energized, from thedispatchers oflice and since manually operable switch 6 controls thesection between blocks A and F representing a complete se@ tion betweenpassing sidings l will trace the circuits 'through switch 6.

When switch 6 is in the position as shown in Fig. 1, making contact witha spring contact as 18 it is in the position to gire a clear signal toan east bound locomotive from block A to block E and it there is notrain in any one of these blocks, train. control rails A12 and A13, B12and B13, C12 and C13 and D12 and D13 are all positively energized andare thus conditioned to give a clear #1i gnal to an east boundlocomotive. The train cantrol rails A12 and A13 are energized throng..the following circuit: from positive pele el: battery 16, bus 20, wire21, Contact spring 13, switch 6, shaft 22, wire 23, relay 2l, line wire25, wires 26 and 27, armature 11 of tr l relay c, trent contact 30, wire31, iront coi tact 29, of' track relay 5, armature 1C, and wire 32 totrain control rails A13 and i112., and thence through a circuit on thele o tive to be described hereinafter to track 'ail 1 and thence throughwires 33 and 34 to negative pole ot battery 16. Similarly tra controlrails B12 and rB13 are positively ened through a branch circuit astoilets: tiem positive pole of battery 16, bus 20, wire 21, epi-ingcontact 18, sw"ca 6, shalt 22, wire 3, relay 24, wires 25, 26 and 35,armature 1() of track relay c, front contact and wire 36, to traincontrol rails l anc4 B12, and thence the circuit is completed tonegative pole oi battery 16, as hereinbellore described. Similarly traincont-wl rails C12 and C13 are energized throui z cuit as follows: frompositive e o; l 16, bus 20, wire 21, spring Contact 13, `i 6, shaft 22,wire 23, relay line wire 2e, wires 37, 3S and 39, arn'iat re 10 of trackrelay (l, ifi-ont contact 29, wire 4() to train control rails C13 andC12 and thence the circuit is completed to negativepole of? battery' 13as her-einbeicore described. Simile control rails D12 and D13 areergiaed through a branch circuit from positive pole ot battery 16, ons20, wire 21, spring contact 13, switch 6, shaft 22 rire 23, relay 24,line wire 25, wires 37, 41 a arniature lo of track relay c, frontcontact 29, wire 44, to train contro-i rails D13 and D12 and thence thecircuit is comnleted to negative pole of battery 16, liercinbe'lIdescribed. It will be not-ed that the cir to train control rails A12 andA13 is through the armatures oi both track Y. and c so taat it either oftaese blc cupied, train control rails A12 and iii) Tf-aiu control if1F57 wire Ll1-6, spring' contact 15h sw switch 6 in contact with springContact 18) train control rails G11/1f and G15, F141 and F15,D111- andD153y and ClfinndCi wiii also;`

be positively energized but n'iil be more fully describedhereaftergva-west bonn-d if* requires negativeencrfry toobtain a i 1signal at a train control rail and Wiii receive a danger sional ifpas-ing a positiveiyl energized or de ynern'ized train control raf `Whenswitch@ is placed in the position opposite to that e own in l? 15 so asto make contact W' h springcontactV19, it is in the `posi 'i t Jvevaciear signal toa. West bonid locomotive -from block vG to `block C anili1 there notrain in any of theeeiilocks, train comrol` railsGlL` andG155F111and11`15,

Y. J energized, thus conditioned to give a picar m G14 andr G15 arenegaejized through the `lollowinecirnegatie pele of battery 17, bus Yitch 6, shaft 22; Wire relay 24, Wires 37, 11, 47 and 48, armature 9track relay f, front contact 28, Wire to train control rails F141- and(11 and thence through a circuit on'the locodescribedv hereinafter totrack n 'h and thence through Wires 33 and 50y to the positive pole vorfbattery 1'1", this circuit heine' traced againsttl direction of How,train contri rails F14 and F15 are f' enf-rgized through the folio-Wingcircuits: trein negative noie oi battery 17, 45., wire 416i springcontact 19, switch G, Wire relay 241, Wires 25, 37, 411., i 51, armature9 of track relay c, i'ront Contact 28 Wire 52 to train control railsF111- and F1 and thence thronoh a rcircuit on the tiyeiy cnei cuit Y and11115 and thence through a circuit on tie loco-motive to be describedhereinafter to track rail 1 and thence through Wires 33 od circuitbeingv traced against the direction ot iler-f, Similarly train controlrails D141 and D15 are negatively energized tiroughthe Wing; circuit:from negative pole et bat- 17. rbus 11F, Wire. 416. spring' Contact 19,h 6i sha 22, Wire 23, relay 24;-, Wires 25,

armature 9i oi" trac relay c7 front Y i i S, and wire 56, to train c1it-rol rails D11 D15 and thence through a circuit and :E113A and D14and Dl'are nega-` signal to a West boni'id loeemotive;l

front .contact 2SA, Wire $1-, train control'rails E() to the positivepole of battery 17, they on the locomotive to 1oe described hereinaftertotrack rail 1 and 'thence through Wires 33 and 50 tothe gositive poleof battery 17, this circuit being traced against the direction of flow.

YWhen switch G in the Vertical position so as not to inakc contact withspring' contacts 18 or 19, both cast bound and weet hound train controlrails are cle-energized and aus conditioned te `display a dang-er signalon both an east bound and a West bound locomotive., as will Lbe more fuly described her.inater.

1t will thus be seen that the dispatcher may condition 'the traincontrol rails governing the singjle track section between passing ingsfor an east bound train movement or West hound train movement or he maycon ition them to display a danger signal to' l east and West boundtrains. In a( l'ioweyer tothe dispatcheids manual coutroi ot' theelectricalV conditions the train'control rails, automatic control isalso prevu d by means of a track circuit. Assuming that there is notrain in any of the blocks between B and E, and the dispatcher has lset,up an east bound movement by placing switch 6 in contact with springcontact 18 and a train receiving` a clear sig-nal at train control railblock D, track relay c again kbecones thus. again closing;a the circuitto t control rails B12 and B13 and a second'rain may proceed eastwardwith a clear signai. l. lt will therefore be seen that a train viroceedsover the `road antoinaticaliy prete-cte itself in the rear so that afollowing i 'n will automatically receive. a danger signin- Wheni tarrives Within braking,` distance of a train ahead occupying),` theblockahead- The saine automatic rear end protection by ineens o1 a trackcircuit is also provided for West bound niovei'nents. y For instance, aWest bound train entering block E Winde-energize track relay c, thusbreakingr the circuit at` .ff'r Contact 2S of( track relay c andcle/energizing West bound train control rails F14. and F15. A s soon,however, as this train has left block track relays b and .cv and thecircuit through 3 proceeds into block C. As soon as the dren f y y soonhow everyas the train has left block-C a d entcrcii l Si train controlrails E12 and E13 through both track relays Z) and g is as follows: Itthe dispatcher has placed switch 6 in contact with spring Contact 1S,thus setting up an ci st bound movement for a train troni blocks l to E,and also placed switch 7 in contact with spring contact 19, thus settingup a West hound move :rent for a train running in the single tracksection east of block Gr, the tWo trains will have to lneet and passeach other at the siding in block l?. lt now the east bound train entersblock E at approximately the saine time that the Weet bound train eitered block Gf, each train Will automatically receive a danger signal byreason ol' the track circuit con ai., before reaching block F and this;will give the trains ainple distance to slow down or stop u t'l one ofthe trains has taken the siding. rllhis arrangement is de sii-able ifblock E and the siding are relaf iort. Yvlhile Vus arrangement snowserred :torni i is not absolutely necesblock F nd its siding arrangementolf taktrain control rails can also be obviated ing the through twotra-:ll: re. by plicing the d F12 a nd G15 the engineer ampie Warning tomeet.

The system ie so arranged dispatcher has set up an :s nient troni blockll to switch 6 in Contact as soon 1s-tho t iu ha receivii'ig i clearB1B, switch 6 .is autr position it is in, so tl by the dispatcher ailocked until the train lance back to give stop Jfor the at when thecnn/l inoveby placing contact i6,

ie "following manner" switches h, o and l are rotatable on tl 2. Secure;t i i shatt 'is a disk,

periphery or `is disk are t'uo and 59. The armature s 60, cil at At theother as ln the notches as rclav 1 :d et

' ione-d that sprung cont` a ,ioiiiucnt with is li oi.

dote" t, as 62, so di is in de" nient with notch y energized will at-,cnt 62, and it in etch or 5) will l ne preventing Y l ein the posi-Ilay 24- is oncr'i'ized.

y 2l when s u .ature tion it is in as lone a; i'

= relay 2l is not su spring '63 pulls detent 6L out of engagement withdisk 57.

Then switch 6 is Contact 1S, relay 21 there is a train in either oitblocks C, D or E. When block C is occupied relay 2&1 is

f :u .1 in Contact Wim spiin is energized :is lone' energized throughthe following circuit: 'frein battery 16 in the dispatchers oliice, bus20, Wire 21, spring contact 18, switch 6, shalt 22, Wire 23, relay 241,Wires 25, 26 and 27, armature 11 of track relay c, back contact 6e, Wire65, track rail 1, and thence through Wires 33 and 34 to the negativepole ol battery 16. lVhen block l) is occupied, relay 24 is energizedthrough the following circuit troni positive pole of battery 16, bus 20,Wire 21, spring contact 18, switch 6, shalt 22, Wire 23, relay 211,Wires 25, 37, 36 and 39, armature 10 of track relay cl, back Contact611, Wire 66, to track rail 1, and thence through Wires 33 and 84 tonegative pole or" battery 16. l/Vhen block E is occupied relay 211 isenergized through the Jfollowing circuit: lroin positive pole ot battery16, bus 20, Wire 21, spring contact 18, switch 6, shaft 22, Wirey 23,relay 241, Wires 25, 37, l1, e2 and 13, armature 10 of track relay e,back contact 64, Wire 67 to track rail 1, and thence through wires 33ano to negative pole ot' battery 16. It will thus be seen that as longas n east bound train occupies either blocks C, D or Il, detent 62engages notch 58, thus locking Ucli 6 in the position it is in. Thenswitch is in contact with suing contact 19, relay 2e is energized aslong as there is a West bound train in blocks E, l) or C. lfilhen blockl? is occupied relay 24. is energized tlirough the Vlcllowing circuit'lroin tive pole battery '1'.7 in the dispatchers oiice, bus wire L1,spring contact 19, switch wire 23, relay il, wires 25, 37, l-l, and fi,armature l0 ot track relay e, back coiitact 64, wire i", to track rail1, and thence tlnfongh wirerl; 33 rnc 50 to positive pole or" 7 7 b"J')wir 29;, relay 2li, Wires 25, 3'?, 36 and 39, armature 10 ot track relayd, back contact 64e, wire to track rail 1, and thence through wiree ooand 56 to positive pole ot battery block C ie occupied relay 241 isentlrough the 'following circuit: troni ele ot battery 1'?, bus 15, WireL16, 1S), switch 6, shaft 22, wire 23, wires 26 and 2l', armature 11 oliy c, back contact 64, wires 65, to l l, and thence through Wires 323and. 50 positive pole ot battery 17.

it wi .i thus be seen that when the dispatcher has set up an east boundinoyeinent troni block B to block E and a train has accepted switch 6until the train has lettblock C. In other words, the dispatcher isunable to give a proceed signal to both an east boundand a west boundtrain at the saine time, between two points where trains may pass eachother.

lt will be noted that track relays and have not been provided with abacl; contact. This contact has been omitted in the pre- `fei'i'ed torniso that switches 5, 6 or 7 will be unlocked as soon a train has left thesingle track portion of the railway and has entered a siding. block as Bor F. It is desirable in the preferred torni, to give the dispatcherfull liberty in placing the switches in the position desired assoon 'asthe trainhas reached the main track or the siding of block B or F.

will now describe the apparatus and circuits on the locomotive kcapableof displaying a clear signal to an east bound tra-in when passing apositively energized train control rail andk displaying a clear signalto a westV bound train when passingl a train control rail which isnegatively energized and displaying a danger signal to an east boundtrain when passing a train control rail which is negatively. energizedor cle-energized and displaying a danger signal to a west bound trainwhen passing a train control rail which is positively energized orcle-energized, and also how these signals are continuedaftertheloconiotive has passed the train control i'ail.

In Fig. 2 is shown a signaldesignated as No. 1, representing a clearsignal and a signal designated as N 2, representing the danger signal..While these devices, No. 1 and No. 2, have been designated signals andare shown as lamps, they may equally/'well represent an electromagneticdevice to which motion is given depending upon whether the circuit isenergized or cle-energized and such electromagnetic devices maybe usedtor ot ier pur- Y poses than, or in addition to the display of' signalsto the engineer', such as, is well known in the art, the proper controlof' speed control contact at 70. This motion ot' the shoe coinpresses aspringfas 71. lVVhenithefcontact shoe leaves the" other end of the traincontrol i' il, spring'71 forces the Contact shoe to the rinal positionthus again closing conslioe to the normal position ,thus again closingcontact 70. H i

The locomotive also carries a polarized relay as 72, a battery as ,73.and a manually operable switch' is-74'. When relay 72 is nal' Atact 83,wires 107 and 108, signal No.1,wires positively energized, its neutralarmature 75 makes contact with front contacts76 and 77 land itspolarized armatures as 78, 79, 80and 81 make Contact witlitheirrespectiveconf tiicts as 82, 83, 34 and'S, as shown in Fig. 2.Vri/when'relay 72 negatively energized, its neutral ariiiature 75 willmake contact with liront contacts 76 and 77 and its polarizedari'iiatures 78, 79, 80 and 81 will assume )osition opposite to` thatshown in Fig. 2, and n'iake contact 96, 97, SS., and 89.AY'Whenpolarized relay de-energized its neutral armature yv will dropaway from trent contacts 7 6and 77 and willvmake contact with backcontact 90V- ,y 'Switch 74 is hinged at 91 and when a locoinotive isconditioned for' an east bound movenient, switch 74 is placed so as tomake con'- tact Vith the terminal, as 92. VVh'en the locomotive isconditioned for a west bound with their respective contacts movementswitch 74 is positioned so as to make contact with `the terminal 93.

When the contact shoe 68 is passing, say,

train control rail B13, rand the train control rail is positivelyenergized, current is sup- 7.

plied to polarized relayy 72 from battery 16 in the dispatchers oilicethrough the following circuitzfrom positive pole of battery 16, bus 20,wire 21,`spring contact 18, switch y6, shaft 22, wire 23, relay 24,wires 25, 26 and 35, armature 10 of track relay c, front contact 29,Vwire 36 to train control rail B13,

y.contact shoe `68, wire 94,polarizedrelay 72,

wires 95, 96, 97 and 98, resistance 99, wire 100, axle V101, wheel 102to track rail 1 and K Y thence through Wires 33 and `34 tothe negal`-tive pole ot battery 16. 71th polarized relay A v 72 positivelyenergized its armatures will assinne the position shown in Fig. Assumingnow thatk switch 74 is in contact with rter i inal 92and in the properposition for an east bound trainmovement, a circuit through signal lampNo, 1, the clear signal is closed followsz-i'roin positive .pole ofbattery 7 3, wire103, Contact 84polarized armature 80, wiie'104, neutralarmature 75front contact 76, wire 105, hinge 91, switch 74,v termi- .92wiie106 polarized rarmature 79 cone 109, 96 and 110, polarized armature81,con

tact 85, wires 111 and 112, to the negative Vpole-oithattery 73.- l/Vhenthe contactshoe V63 leaves the other end ofthe positively energizedtrain control ra il, contact 70 is again closed anda stick circuit isestablished through Vpolarized relay 72 as follows :l from positive poleofV battery V73, wire 103, contactl 84, polarizedarmature 80, wire104,neuti'al armature 75, front contact 77, wire 113, contact 70shoo 68,wire 24, polarizedrelay 72, wires and 110, polarized varmature 81,contactS, and wires llland 112t0 the negative'pole of battery 7 3; Thussignal No.

1 is continued after contact shoe 68has leftV the train control rail. Y

V'iso Assuming now that train control rail B18 is negatively energizedby reason of switch 0 being in contact with spring contact Y19, thenwhen an east bound train is passing this rail, polarized relay 72 willbe negatively energized through a circuit as tolloivs1-froni negativepole of battery 17 in the dispatcheris oliice, bus 45, Wire t, springcontact 19, switch 6, shaft 22, wire 23, relay 211, Wires 25, 26 and 35,armature 10 ot track relay c, trent contact 29, Wire 36, train controlrail B13, contact shoe GS, wire 9st, polarized relay 72, wires 95, 90,97 and 98, resistance 99, Wire 100, axle 101, wheel 102, track rail 1,and thence through Wires 33 and 50 to positive pole ot battery 17. lithpolarized relay 7 2 thus negatively energized its polarized armatureswill assume the right hand position opposite to that shown in Fig. 2 andassuming that switch 74 is still in Contact with terminal 92, normal foran east bonnd movement, a circuit is closed through signal No. 2, as totlows :-trom positive pole ot battery 73, Wire 103, contact 89, polarizedarn'iature 81, Wires 110, 96, 97, 114, signal No. 2, Wires 115 and 116,Contact 87, polarized armature 79, Wire 106, terminal 92, switch 74,hinge 91, Wire 105, front contact 7G, armature 75, Wire 1041, polarizedarmature S0, contact 88, and Wire 112, to the negative pole ot battery73. Vhen the contact shoe 08 leaves the other end otl a negativelyenergized train control rail contact is closed and a stick circuit isestablished through polarized relay 72 as follois: from positive pole otbattery 78, Wire 103, contact S9, polarized armature 8l, Wires 110 and95, polarized relay 72, Wire 9st, Contact shoe (S8, contact 70, Wire113, trontcontact 77, armature 75, Wire 104, polarized armature 80,contact 88, and Wire 112 to negative pole ot battery 73. Thus signal No.2 is continued after Contact yshoe 68 has lett the train control rail.

Assuming now that the train control rail B13 is de-energized by reasonet switch 6 bcin g open, that is making neither Contact With springcontacts 18 or 19, then, When an east bound train is passing this rail,polarized relay 72 first of all Will be cle-energized by reason of thestick circuit hereinbetore described being broken at contact 70, whenContact shoe 68 slides upon the (le-energized train control rail. Sincethere is no energy from the dispatchers otiiee polarized relay 72 willremain de-energized and its neutral ari'nature 7 Will make contact withback contact 90. Under these conditions a circuit is closed throughsignal No. 2, the danger signal, as follows: from positive pole otbattery 7 Wire 103, contact 811-, polarized armature 80, Wire 104,armature 7 5, back contact 90, Wires 117 and 115, signal No. 2, andWires 1141, 97, 96, and 110, polarized armature 81, conta-et 85, andwires 111 and 112 to negative pole of battery 73. It the train proceedsunder these `contact sl conditionsI and contact shoe 08 leaves the otherend ot the train control rail, signal No. 2 will be continued until apositively ene ,'zed train control rail is reacher... fitter ice 68leaves the train control rail,

iiore described is new open at tron:

Contact hcrei contact 77, and polarized relay 72 will remainile-energized.

lt will thus be seen that when switch il is in contact with terminal 92which is the normal position tor an east bound tr i more" ment vlien thelocomotive is passing a positively energized train control rail, No. theclear signal is displayed, and this sik a continued until the next traincontrol rai is reacned, and when the cast bound train is passing' thenegatively energized timin control rail, signal No. 2, the t anger ,i 'ol is d` played and this signal is continued until next train controlrail is reached, and when the east bound train is passing thedcenergizedtrain control rail, signal No. 2, the danger signal, willalso be displayed and tl' signal will be continued until the nest traincontrol rail is reached. The resistance 99 is inserted in the cabcircuit for purpose which will be explained incre i'ully hereinafter.

suming now that the single tr el; section from to C is set up Jfor aNest bound movement, by reason ot switch '(3 being i tet 'with springcoract 19, and a .i bound train is approaching train control i is againclosed but the stiilc circuit l Cilllln switch 7% 'en a bound locomotiveis in Contact with terminal 93, which the rail F111, polarized relay len-'Yrgizec through the following 1 and thence Wheel 102, le 101, Wiie100,y

resistance 99, wires 9S, 97, 96 and Dolan ized relay 72, Wire 9i,contact shoe 68,L train -\'f;rol rail wire 52, trent Contact 'se 9 oitrack relay e, Wires 51, '2, Y,

id relay Wire'23, shaft 22, switch o, )ring contact 19, Wires f-t and tonegative s e `ot battery 17.

117i th polarized relay negatively energized, 'ts pelarized armatureswill assume the .eht hand position opposite to that shown in liig. 2,and a circuit is closed through signal No. 1 as follows: 'from positivepole ot battery 7f3, Wire 103, contact 99, polarized arn'iature 81,Wires 11.0, 9G and 109, signal No. 1', Wires 108 and 119, contact 86,polarized armature 79, Wire 119 terminal 93, switch 7X1. hinge 91,

Assnmingnow that the train control rail 1F14 is positively energized byreason ofV i West bound train passes a train control rail F14,1,wlarize-d relay 72 Will be positively energized and a circuit will eestablished through signal No.2 as follows: from positive pole ofbattery 73, Wire 103, Contact 34, polarized armature 80, Wire 104,armature 75, front contact. 76, Wire 105. hinge 91, switch 74, terminal93, Wire 119, polarized armature 78, Contact 82, Wires 116, and 1115,signal No. 2, wires 114, 97, 96 and 110, polarized armature 31, contact85, and Wires 111 and 112, to negative poleof battery 73. lVhen y thecontact shoe 68 leaves the other end of the train control rail, signalNo. 2 is continued since the stick circuit hereinbefore described isagainestablished.

Ii a. West bound train ispassing train control rail F14. which isfle-energized by reason of switch 6 being.,r open or by reason of blockE being occupied by a train, polarized relay 72 becomes de-energizedanda circuit is established throuffh sienal No.' 2 as follows: from v v l b7:3 P 7 positive pole of Battery 7 3, Wire 103, Contact 84, polarizedarmature 80, Wire 104, armature 75, back contact 90, .Wires 117 and 115,signal No. 2, and Wires 114, 97, 96 and 110, polarized armature 81,contact 85, Wires 111 and 112, to vnegative pole of'battery 73. As thecontact shoe 68 leaves the other end ci the Cle-energized train controlrail, sional No. 2 is continued. because While the Contact 7() isnowclosed, the stick circuit is new open Vat front contact 77 and thereforethe polarized relay Will continue to be de-energized- Resistance 99 isplaced in they cab circuit for the following purpose when there isatrain in blocks C, D or E, current is flowing through relay 24 in thedispatchers oiiice thus locking switch 6in the position it is in ashereinbefore described. When the Contact shoe 68 on the locomotiveispassing an energized train control rail, current is also flowing throughrelay 24, but by reason of the combined resistan'c of polarized relay 72and resistance 99- therer not sulicient current iloiving through relay24 to attract its armature 60 against the tension of spring 63,therefore a train passing a train control Will not lock switch 6.

vFor instance, it is'desirable When a trainV is in block B, that theswitches at the dispatehers oil/ice governing the aojaeent stretches oftrack be unlocked and it is possible that a Contact shoe on thelocomotive Tl niay be in contact With either train control rails B12r orB13 and this would lock the 'switches if the current fion7 is notreduced as arranged by the introduction'of the necessary resistanceinthe cab circuit.

I Will now` describe the means bywhich 1,203,146, granted October themake andv break `device is closed the elecan indication or a record ismade in the dispatehcrs oflicc ofv the movement of trains. 1n thedispatchers oi'lice is a suitably mounted record sheet as driven by a`roller an 121, which in turn is driven by a shaft as 122. Shaft 122receives motion through ratchet wheel as 123. A pawl 124 is pivotallyconnected to armature 125 of electro` niagnet 126, the armature beinghinged at 127. Whenclectreinagnet 125 is periodically energized motion1s given to ratchet wheel- `123 by a pawl 124. A spring as 128 normalwly pulls armature 125 and pawl 124 to the right, When electroniagnet 126is not ener-r Electroniagnct 1261s connected byk gized. Wire129 to amake and break device 'as 139 which make and break device isperiodicallyoperated by a: clock as 131. This may Well be of the forni shown in my1)rior Patent No.

1, 1916. Vhen tromagnet 126 is energized through the following circuitfrcm battery 132, Wires'133 and 134,e'lectro1nagnet 126, Wire 129, makeand break device 130, Wire and 136, to the other side of battery 132.The make and break device 1391s operated say every live seconds so as togive a slow and uniform movement to record sheet'120 through ratchetWheel 123 and paWl'124. y

The record sheet 120 is transversely divided intoscctions as 137, 138and 139, each section representing section of single track betweensidings or other pointsy where trains may pass each other.Longitudinally the record sheet divided into time lines such as 1 a.1n., each one of the lines representing a one minute interval. 1t willthus be seen that longitudinally the record sheet assumes a constantlychanging position during the twenty-four hours of the day. Y

Adjacent to the record sheet are located perforating magnets as 14.0 and141, two for each section of single track.

Pivotally attached toarinature 142 are perforating'needles 143, sopositioned adjacent l Y rEhese p-eryforatingf magnets controlAarnnitures 142.

to the .record sheet that When a per loi-ating magnet is'energized, aperforation is made in the record sheet. As liereinbefore stated,Whenever blocks'C, D, or E are occupiedby a train, clay 24 is energized.

Perforating iiagnet 140 records east bound train movements throughblocks C, D, and E, and perforating magnet 141 records West bound trainmovements through blocks E, D and C, vAs heretofore described, whenblocks C, D and E' are occupied by either an east bound or West boundtrain, relay 24 1 through the through the pertorating magnet at thispoint. Also altacllcd to eviti-h 6 are nietallic wedges 117 and lo()'out insul: ted therefrom. When switch l is set 11,11 tor an east boundtrain 111011111111111', thus 11111111119' contact with spring contact1S, 111et1'1c wedge 1417 inalzes electrical contact with spring contacts118 and 149 thus closing' the circuit through perforating magnet 110 atthis point. The circuit through pertorating magnet 140 is as'followsz'l'rmn hat ry 1232, wires 133 and 151, contact 152, metallicplate 153, contact 1511, bus 155, wires 1513 and 157, perfo 'atinginagnet 1110, wire 15S, spring contact 1418, metallic k spring' contact149, wire v15S), con- 111e 1111, contact 1416, wires 1111) 11nd 13G tohattery 132.

lVicn switch (3 is :a 1t 11p for a west hound train 111111111110111'thus 111111111111; contact with spring contact 19, metallic wedge 15()makes ,lectrical Contact wih spring' contacts as 161 11nd 1(32, thusclosing the circuit 'through 'perH fm'ating n'lagnet 111 at this point.The circuit through peri'ora'ti11g magnet 111 as follows: l1'o1n battery132, wires 133 and 151, contact metallic plate 153, c ntact 151, bus155, wires 163 and 1641, pertoratiiigI 11111;;- net 111, wire (35,spring coi'itact 161, metallic wedge 115i, spring; contact 162,k wires1(3(5 and 1519, contact 1415, metallic plate 111-11, contact 146, wires1G() and 1815 to other side o1" battery 132.

It will. be noted 'that the cir nits throllgh the pertorating 11111111ets 1 re taken through 11 circuit breaking` devi-ce 153, so that thesecircuits when completed through metallic plate 111-v and metallic wedgesattached to switch (3 are periodically inade and broken. This cir/cui'hreaiiing device operates as 'tollows: netallic conta plate 153 isattached to 111'11 atnre 125 but insulated thercfren'i. Every timeelect-romagnet 126 is energized, which as hereinbefore stated is sayevery tive second1-1. the contacts 152 and 1511 are en sed 1z1etailicplate 153. lhen magnet 126 is dsenergmed, armature 125 is pulled to theright bJ spring 128 and the circuit through 'he perfora'tiiigr nagnet isbroken. V1y rea s periodic breaking of the circuit by the .111e andbreak device 130, a continuous portar- '11tion made on the record fzr-'s section of single track s* C, D and E is occupied.

, 1 hound 'train leaves block l'l, pei ra 11 1 110 will start to perforato sect1@ o'l' the record sheet as ere( hlocl; C and will continueto 11e-,riff he train has lett ,he exact time when .-sl 1 1 e also 'infrthe le V10th of 111111'1'111111111110 sin 11 west hound t1 through pe"locatingP 11111 patcher lar-fing :1 i

1 Similarly, d its movement "net 1411.. A disi: 111111111111' oit trackswctions under his control thus knows what progress the trains aremaking on his division and can direct the train movements by the properposition of the manually operable switches vith 'the `greatestdispat-cl1b l? o1' instance by reason of the accurate knowledge et the10111111011 o1 trains on his division, he decides that block B the mostsuitable place 'for an east hound t'ain to pass a west bound train.Under these conditions switch 5 will be placed in the bound positionthus 1111 King Contact with spring contact 18. This will permit the eastbound train to proceed with a clear sig'- nal 11p to the distant tra ncontrol rail 1112 at which point the clear signal wonid change todanger. Switch (3 wonid be in the west bound position thus rnaicinfrcontact with spring' Contact 19 and the west bound train would proceed aclear signal until lrain control rail C15 reached. This rail heine'energized with positive energy the clear signal would be changed todanger 11n d the trains would thus be advised to prepare to meet 11train. While an east hound t '11111 is t 'aveling towards hlock E,performing 1111111111111 1-10 in the section 139 et the record sheetwould continue to perforate but this perforation will a11ton1aticallycease as soon as the east hound t 'ain has lett block f1 and enteredblock B or the siding' at bleek B. 'lhus th dispatcher wouldhe fullyadvised ot Lne 111' rival of the east bound train at B. Similarly thewest hound train would inalie a record ot its progress throughperforming inagyiet 11.1i in section 138 in the record sheet andperterating nagnet 141 will continue to perforate as long as the t '1 inis in either blocks lil, l), lr C. As soon, however, as the west boundtrain ias cleared block C, perfoiwtine; 1111111lnet 141 will cease toperforato, and thus the dispatcher is advised 1:11Y the west bound trainhas arrived at B. .Vith this knowledge the dispatcher can intelligentlychance the posit-ion of his switches so as to 'facilitate the movementof trains with the greatest dispatch.

The modification shown in Fig. 3 is identical in so :tar as circuits andindicating' or recoroing means are concerned as shown and described inFie'. 1 and the difference consists in suhstituted fixed signals for thetrain control rail necessary for .Yeah signals. The several blocks,track batteries and track relays and track reaiy armatures are identi'al as are also the cin'fuits 'from the batteries 1G and 1'? in thedispatcl1e1"s oi'lice through the several po, itions of switches 5, Gand 7 and the arrnatur 1s o1' t"11cl rehys, hut instead or .in controlrails being' shown for each east . n for each block, polari/,Led relaysas Vknownto those skilledin the art.

`vThe polarized relays" may control both.Y

block-E and also the circuit through polarized relay 168 whichcontrolsthe signals for a west bound movement into block D. The

circuit through polarized relay 167 is as fol-` lows: rfrom positivepole of battery l16 in the dispatchers oiiice, bus 20, Wire 21, springcontact 18, switch 6, shaft 22, wire 23, relay 24, wires25, 37,141,42and43, armature 10, of track relay e, front contact 29,wire 44, resistancey169, wire 170, polarized relay 167, wire 171, to track rail 1 andthence through wires 33,;and 34 tothe negative pole of battery 16,.YVith switchG in contact with spring contact `18 thus setup fork aneast' bound movement, polarized relays 167 g governing the east Vboundmovement` of trains into blocks C, Dand E Vare* all positivelyenergized, thus closing the circuit through their respective eastboundclear signals.

When switch 6vis kin contact with spring contact 19, thus set upfor westbound Vtrain movements, the circuit `through polarized reklay y168`controllingthe west boundsignalsV into yblock, Dis as follows: from.positiver pole .of battery -17 in the dispatchers oliice, wires V50 and33 to trackrail 1 andthence through track rail 1`,`wire172,..polarizedrelay 168, wire 17 3," resistance 174, wire 54, frontcontact '28,armature9 of track relay d, wires 53, 33, and 25, relay 24, wire 23,shaft 22,

switch 6, spring contact 419 wire 46, ybus 45,`

to negative pole of battery 1,7. a

1 With current flowing in this circuit, polarized relay 168 willbenegatively energized thusvdisplayingla elearfsignal for a west boundtrainenterin'g block `r1),; andfsimilarly A `all ofthe,polarizedaelaysf168, governing the Vsignals tor the west boundfmovement of trains `into blocks F and Cvarealso negativelyenerglzed nThe detaillcircuitscontrolled :by relay 167 governingthe veastbound-signals rom'block VF 'to block Grxandfthedetail.circuitscontrolled by relay 168 governingthe kwest bound signalsi from block .Gnto 'block F 'are shown vopposite block F ofY Figure 3. y

When east boundrelay167 is positively energized, neutral'armatu're 17 5makes contact with .front contact 176 and its polarized armature 177will bein'thev position.

shown ,in Fig.3,a;nd make Contact with contact 178. u Under theseconditions a circuit` is established, through signal H, the clear signalV.for .an eastbound movement, as follows :from

Y wire ,180, armatures175, front Contact 17e,l wire 181,polarizfe'darmature 177co'ntact 178, rwire 181,`signalH, @Wires182and 183 tothebattery'179, properly housed valong the track,

opposite side of batteryv 179. When east y bound rela-y 167 isnegatively venergized its neutral armature A1,75 makes contact withfront'contact 1,76 and its polarized armature will now be inV theposition opposite to that shown in Fig. 3, and makecontact with contact184. Under these conditions a circuit isk establishedthrough signal J,the danger signal, as follows: from battery 179, wire 180,

armature 175, front Contact 176,l wire 181,

polarized armature 177, Contact 184, wire r185, signal J, and wires 186and 183 toopposite side of battery 179. When east bound relay 167 isde-energized, its'neutral'armature 175 makes Vcontact withv back Contact187 and a "i circuit is established through signal J, theA dangersignal, asfollows: from .battery 17 9,

ywire 180, armature 175 back contact 187,

is established through signal K, theclear signal vfrom a westbound'movement, as follows: from ybattery 193, wire K4194, armature189,lrontcohtact 190, wire 195, polarized arniature 119,1,"cont'act 192, Wire196, signal l, wires 197 and 198 to opposite side of battery 193. l/Vhenwest boundrelay 168 is positively energized, itsneutral armature V189makes posite to that in Fig. 3, and make contact with contact 199. yAcircuit is established through west boundsignal L as follows: frombattery 193, W`ire'194, armature 189, front contact 190, wire 195,polarized armature 191, contact 199, wire 200, signal L, wires 201 and198 to opposite pole of battery 193. `When lwest bound relay 168 isdeenergized, its neu- 10o" Y contact with front contact 190 anditspolar-,ize'darmature 191 willbein the position opmaA ltral armature 189,Vmakes contactl with back contact 202,. and a vcircuit is establishedthrough signal L, the ldanger signal, `as lfol- Y lows: -from `battery193, vwire 194, armature 189, ybackQcontact ,202, Wires 203, and 200,

signal L,'and wires ,201 and 188 tothe other 'sdeof battery 193.v

`ohce through polarized'relays 167 and 168 are taken: through the tracklrelay of the ,block ahead, it is obvious that these relays `Since thecircuits from .they dispatchers Y will become deenergized resulting inthe disi playfofl a danger signal, if the blockahead is occupied by atrain as hereinbefore described.

Sinceit is obvious thatrelays 167-and 168 il, 'for other blocksoperatein the .same manner, f ait is thought -not necessary to describe theiroperationin further detail. Resistance 169 4is inserted between rontcontact 29v and polarized relay,=167fo1` the same lpurpose as ,153'.

lov

resistance 99 is inserted in the cab circuit, that is to reduce the ilowof current through relay 24 in the dispatchers oiiice so that itsarmature is not attracted to lock switch G unless the armature of atrack relay closes a back contact 64;, in which case a shunt circuit isestablished cutting out resistance 169 or 174 thereby increasing theflow of current so as to attract armature 60 oi relay 24 and lock theswitch in the position it is in.

The invention provides a simple and inexpensive system of signalling'for a railway where a track is used for both directions of trailic. Itis particularly adaptable for single track lines, but it is equallyadapted for two or more track lines where it is desirable to use acertain track normally for one direction but at times operate trainswith dispatch and safety in the opposite direction.

While in the preferred 'form of my invention I have shown recordingmeans to give the dispatcher knowledge of the location and progress oftrains, I do not Wish to be restricted to the recording means shown. Anymeans automatically indicating at the dispatchers office the locationand progress of trains may be considered an equivalent within the scopeof my invention. For instance, the perforating magnets 11i() and 141 maybe indication lamps which are lighted when their respective circuits areclosed; thus visibly indicating the location and progress of trains.' Orthe perforating magnets 140 and 141 may be any form of electricaltranslating devices which indicate when the circuits through them areclosed; thus the position of armature 142 in itself may be a Visibleindication to the dispatcher of the location and progress of trains.

Although I have particularly described one of the physical embodimentsof my invention and illustrated the same, nevertheless, I desire to haveit understood that the particular yform illustrated is merelyillustrative, and does not exhaust the possible physical embodilnent ofmeans underlying the principle of my invention.

What is claimed is: v

1. A system of train control comprising a trackway divided intosections, each section being divided into blocks, sidings adjacent theends of the sections, train control means adjacent each block for eachdirection of train movement, a centra-l station, a plurality of currentsof different kinds at the central station, circuits leading from thecentral station to said train control means, a switch selectivelyoperable to energize the train control means for one direction of trainmovement with one of said currents at the central oliice to indicateproceed, and also selectively operable to energize the train controlmeans for the opposite direction of train movement with another of saidcurrents to indicate proceed, track circuits for each block, said trackcircuits controlling said currents, a locking circuitt'or the switch toprevent a change in position thereof when a train is in certain blocksof the section, said. locking circuit having a part in common with thecircuit leading from the central oiiice, said locking circuit beingcontrolled by the track relays ot those blocks remote from the sidingsbut released when the train is in an end block 'for the section adjacentthe siding, whereby a change in signals may not be effected while atrain is in the mid portion of a section but may be effected when thetrain approaches one end of said section.

2. A system of train control comprising a trackway divided intosections, each section being divided into blocks, sidings between theadjacent ends of sections, train control means 'for either direction ofmovement over the trackway, track circuits for each block, a centraloffice, a plurality of sources of currents of different kinds at thecentral oiiice, a switch at the central ofiice for selectivelyconnecting one of said currents to the train control means and anotherof said currents to said train control means to indicate proceed for onedirection and stop for the opposite direction, said currents beingcontrolled by said track circuits to provide rear end protection for atrain moving through the section, normally inoperative locking means forsaid switch, and means including the track relays of certain blocks ofthe section for causing an operation of said locking means only when atrain is in those blocks remote from one end of the siding and saidsection.

3. A system of train control comprising a trackway divided intosections, each section being divided into blocks, sidings between thesections, track circuits for each block, a central ofce, a circuitselecting switch therein, a plurality of currents of different kinds,

at the central ofiice, means along the trackway for either direction oftrain movement for controlling the movement of a train, circuits iromthe central office to said train control means, said circuits, whensupplied with one of said currents, conditioning the train control meansfor one direction of operation to indicate proceed, and when suppliedwith another of said currents, conditioning the train control means forthe opposite direction of operation to indicate proceed, devices at thecentral oftice for indicating the presence of a train and its directionalong the trackway, said devices being concurrently controlled by theselection of current and the presence of. a train along the trackwaythrough operation of said track circuits, and a locking circuit for saidswitch operable by the presence of a train in those blocks remote fromone end of said section, said locking* PAUL J. SIMMEN.

